Agreed. I was always under the impression that DL used the 500 for DFW-HNL/ATL-HNLATL-Europe flights

From wiki:

L-1011-500

The L-1011-500 (FAA certification L-1011-385-3) was the last L-1011 variant to enter production. The L-1011-500 was a longer-range variant first flight tested in 1978. Its fuselage length was shortened by 14 feet (4.3 m) to accommodate higher fuel loads. It also utilizes the more powerful engines of the -200 series. The -500 variant was popular among international operators and formed a significant portion of the L-1011 fleet of Delta and British Airways

They didn't! The basic L-1011-1 fuselage was shortened by 100 inches forward of the wing (fuselage station 739 to 839) and 62 inches aft of the fuselage (fuselage station 1543 to 1512) to create the L-1011-500. That is a total of 162 inches or 13 feet 6 inches.

Quoting aa61hvy (Reply 4):The -500 variant was popular among international operators and formed a significant portion of the L-1011 fleet of Delta and British Airways

The L-1011-500 wasn't a very significant portion of the BA L-1011 fleet (6 of 23 aircraft). And they were only operated for 3 to 4 years before being sold to the RAF in 1983. BA later leased 2 -500s from Sri Lankan (then Air Lanka) for 3 years (1985-88).

The shortened fuselage and resulting reduced passenger/cargo capacity made the L-1011-500 less attractive economically than the DC-10-30.

Quoting Viscount724 (Reply 7):The L-1011-500 wasn't a very significant portion of the BA L-1011 fleet (6 of 23 aircraft). And they were only operated for 3 to 4 years before being sold to the RAF in 1983. BA later leased 2 -500s from Sri Lankan (then Air Lanka) for 3 years (1985-88).

Yes, don't forget about the -250.....they were converted from -100s, specifically for the TATL routes, out of ATL. Not sure if I got this right, but they may have been in service before we ever got any -500s.

"A committee is a group of the unprepared, appointed by the unwilling, to do the unnecessary"----Fred Allen

Quoting mayor (Reply 16):There were also two -200s, leased from TW, to be used on the first TATL routes. Later a DL -100 was converted to a -200.

TWA never owned or operated the L-1011-200, all their L-1011's were powered by RB211-22b engines therefore either L-1011-1 or -100's. s/n 1108 and 1109 (N81028 and 31029) were leased by TWA to Delta and both were L-1011-100's.

Delta converted one L-1011-1 to a -200 (RB211-524 engines) that being s/n 1151 (N724DA).

Quoting 474218 (Reply 17):TWA never owned or operated the L-1011-200, all their L-1011's were powered by RB211-22b engines therefore either L-1011-1 or -100's. s/n 1108 and 1109 (N81028 and 31029) were leased by TWA to Delta and both were L-1011-100's.

I stand corrected........One of my books says L1011-200 and the other says L1011-100...I can remember clearly, when I was working that it was stated that they were -200s.......oh, well.......I guess there was a difference between the -1 and the -100.

"A committee is a group of the unprepared, appointed by the unwilling, to do the unnecessary"----Fred Allen

Quoting mayor (Reply 18):.......I guess there was a difference between the -1 and the -100.

The L-1011-100 is a -1 with RB211-22b engines that has one (1) wet bay (for fuel) added to the center wing box along with structural and other modification that allow increasing the MTOW from 430,000 lbs to 466,000 lbs.

The -200 has the same modifications as the -100 but uses RB211-524 engines. -200 MTOW is 474,000 lbs.

The -250 has additional structural modifications and three (3) wet bays added to the center wing box, with the MTOW increased to 510,000 lbs.

The -150 has one (1) wet bay like a -100 but the structural modifications are different and is for early build L-1011's (below s/n 1052).

There are also -40's and -50's that had minor structural and landing gear modifications that allowed increasing of the MTOW to 440,000 or 450,000 lbs.

Quoting Max Q (Reply 20):That said, I think the -250 is the best looking Tristar of all, with the long body and the fairing beneath the # 2 engine inlet.

That is called the "frisbee fairing" it was added to reduce the noise in the aft cabin. It was originally available as a service bulletin modification (only TWA bought it). Later it was added in production. All the -500's had it and all other models from s/n 1169.

Quoting aa61hvy (Reply 4):Agreed. I was always under the impression that DL used the 500 for DFW-HNL/ATL-HNLATL-Europe flights

Well from DFW to HNL the -250 primarily operated that rte (DL 17 originating in ATL and 16 from HNL), I recall a rare sub of a -500. The -500 did do most of the ATL-HNL runs had a stop, the one direct which was Flt 53 was operated with the -500. ATL Eurpoe was a combination of -250's and -500's.

Treat others as you expect to be treated!

25 474218
: Delta's -500 entered service in 1979. The first -250's entered service in 1987. On 30 August 1985 Delta and Lockheed signed a contract where Lockheed

26 aa61hvy
: Good to hear from you old friend. The one time I took a DL L1011 on DFW-HNL it was a 500. I guess I was lucky.

27 ATA L1011
: From you to man, hope you have been well!. Yes you were lucky, I use to work that FLT faithfully almost always full.

28 tristarcrazy
: The -500's were used on ATL/DFW-HNL until the late 80's in three class service. The -250's didn't start coming on line till '86 and two class service